|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : iad.airport|
|Altitude||agl single value : 0|
|Operator||general aviation : corporate|
|Make Model Name||Citation I/SP|
|Operating Under FAR Part||Part 91|
|Flight Phase||ground : taxi|
|Affiliation||company : corporate|
|Function||flight crew : single pilot|
|Qualification||pilot : cfi|
pilot : atp
|Experience||flight time last 90 days : 20|
flight time total : 6400
flight time type : 1400
|Affiliation||government : faa|
|Function||controller : ground|
|Qualification||controller : radar|
|Anomaly||incursion : runway|
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : detected after the fact|
Flight Crew Human Performance
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
Cleared to taxi at iad to runway 30 via txwys J, a, and Z. 2 frequency changes and 4 revised taxi clrncs later I was cleared to taxi to runway 30 via taxiway Y. Apparently I was supposed to have continued to runway 30 via txwys Y and Y7. This had been part of an earlier clearance, but I do not remember it being part of the last clearance revision. The route to runway 30 via taxiway Y without turning on Y7 took me into the ILS critical area. Because it was such a dark day and our citation has no way to clear the water off the windshield I taxied slightly past the ILS critical area before realizing it. The airport was IFR at the time and ILS approachs were being conducted. At all times the aircraft was well clear of all runways. A more detailed taxi map that shows runway hold and ILS critical area holding lines would have been a clue that our last clearance did not make sense. When operating a single pilot aircraft in a complex ground environment, we should be able to request, and be given the time to study the taxi route before we actually have to start taxiing. Trying to read the taxi map, make frequency changes and copy revised clrncs while peering out a rain soaked windshield presents a unique set of challenges. At complex airports, it would be beneficial if we could call ground or clearance before engine start to ask what taxi route we might expect. This would give us time to review the route to that runway. I understand that this expected route may not be the one we would get when we were ready to taxi. I know that ATC has internal procedures for taxi routes to the different runways. Knowledge of these procedures could be of great benefit to a pilot who is doing preflight planning to a complex, but unfamiliar airport. Unfortunately these procedures do not seem to be accessible to the pilots who will have to use them. How about an internet site that can be used to brief pilots on the major procedures such as taxi routes that are used at the more complex airports? This way we could be more up to speed on the local procedures before we start the flight. This would probably also cut down on runway incursions.
Original NASA ASRS Text
Title: A CESSNA CITATION PLT TAXIED INTO THE ILS CRITICAL AREA AT IAD.
Narrative: CLRED TO TAXI AT IAD TO RWY 30 VIA TXWYS J, A, AND Z. 2 FREQ CHANGES AND 4 REVISED TAXI CLRNCS LATER I WAS CLRED TO TAXI TO RWY 30 VIA TXWY Y. APPARENTLY I WAS SUPPOSED TO HAVE CONTINUED TO RWY 30 VIA TXWYS Y AND Y7. THIS HAD BEEN PART OF AN EARLIER CLRNC, BUT I DO NOT REMEMBER IT BEING PART OF THE LAST CLRNC REVISION. THE RTE TO RWY 30 VIA TXWY Y WITHOUT TURNING ON Y7 TOOK ME INTO THE ILS CRITICAL AREA. BECAUSE IT WAS SUCH A DARK DAY AND OUR CITATION HAS NO WAY TO CLR THE WATER OFF THE WINDSHIELD I TAXIED SLIGHTLY PAST THE ILS CRITICAL AREA BEFORE REALIZING IT. THE ARPT WAS IFR AT THE TIME AND ILS APCHS WERE BEING CONDUCTED. AT ALL TIMES THE ACFT WAS WELL CLR OF ALL RWYS. A MORE DETAILED TAXI MAP THAT SHOWS RWY HOLD AND ILS CRITICAL AREA HOLDING LINES WOULD HAVE BEEN A CLUE THAT OUR LAST CLRNC DID NOT MAKE SENSE. WHEN OPERATING A SINGLE PLT ACFT IN A COMPLEX GND ENVIRONMENT, WE SHOULD BE ABLE TO REQUEST, AND BE GIVEN THE TIME TO STUDY THE TAXI RTE BEFORE WE ACTUALLY HAVE TO START TAXIING. TRYING TO READ THE TAXI MAP, MAKE FREQ CHANGES AND COPY REVISED CLRNCS WHILE PEERING OUT A RAIN SOAKED WINDSHIELD PRESENTS A UNIQUE SET OF CHALLENGES. AT COMPLEX ARPTS, IT WOULD BE BENEFICIAL IF WE COULD CALL GND OR CLRNC BEFORE ENG START TO ASK WHAT TAXI RTE WE MIGHT EXPECT. THIS WOULD GIVE US TIME TO REVIEW THE RTE TO THAT RWY. I UNDERSTAND THAT THIS EXPECTED RTE MAY NOT BE THE ONE WE WOULD GET WHEN WE WERE READY TO TAXI. I KNOW THAT ATC HAS INTERNAL PROCS FOR TAXI ROUTES TO THE DIFFERENT RWYS. KNOWLEDGE OF THESE PROCS COULD BE OF GREAT BENEFIT TO A PLT WHO IS DOING PREFLT PLANNING TO A COMPLEX, BUT UNFAMILIAR ARPT. UNFORTUNATELY THESE PROCS DO NOT SEEM TO BE ACCESSIBLE TO THE PLTS WHO WILL HAVE TO USE THEM. HOW ABOUT AN INTERNET SITE THAT CAN BE USED TO BRIEF PLTS ON THE MAJOR PROCS SUCH AS TAXI ROUTES THAT ARE USED AT THE MORE COMPLEX ARPTS? THIS WAY WE COULD BE MORE UP TO SPD ON THE LCL PROCS BEFORE WE START THE FLT. THIS WOULD PROBABLY ALSO CUT DOWN ON RWY INCURSIONS.
Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.